Internal combustion engine with permanent dynamic balance



Unite States atet l 13,537,437

[72] lnventors Angelo Marius lPaul; 968,127 8/1910 Cloud ..123/53(A1)UXAna Paul, and Alexandru Mitu Badescu, 933,322 11 ....12'3/l19(A)UXBucharest, Romania 1,455,787 5/1923 Herr..... l23/51(B)UX [21] Appl. No.665,662 1,527,296 2/1925 Dudas 123/1 97 [22] Filed Aug. 14, 19672,255,773 9/1941 Heftler ....123/53(A1)UX Continuation of Ser. No.2,270,849 1/1942 Maxwell 123/5l(B)UX 475,484, July 28, 1965, abandoned3,266,472 8/1966 Lundquist l23/53X [45] Patented NOV. 3, 1970 FOREIGNPATENTS [73] Assgm ai f i Indmme De 296,794 5/1932 Italy ..123/l97(A3)UXB 500,656 11/1954 ltaly 123/53(A)UX ucharest, Romania [54] INTERNALCOMBUSTION ENGINE WITI-ll PERMANENT DYNAMIC BALANCE 51(A), 51(Al),52(A), 51(B), 53(A1), 53, 119(A), 197(A3), 197

[56] References Cited UNITED STATES PATENTS 662,155 11/1900 Signor123/51(B)UX 810,565 1/1906 Porter et a1. 123/192 PrimaryExaminer-Wendell E. Burns ABSTRACT: An internal combustion engine whichis dynamically balanced and which achieves a highly efficient derivationof power from the combustible fuel-air mixture. The engine has all ofthe components which coact with the pistons during reciprocation of thelatter arranged so as to form groups of components which move insynchronism while being opposed to each other so as to achieve a dynamicbalance of the moving structure of the engine. In addition, the enginehas various passages, spaces, and the like through which the fuel-airmixture flows during combustion, compression, and exhausting thereof,and through various valves as well as through the opposed ends of thepistons themselves the fluid is acted upon so as to achieve suchfeatures as scavenging, supercharging, and the like.

Patented Nov. 3, 1970 Sheet 1 of9 lnvenlors: Angelo Mamus PAUL, Ana PAULAlexondru Mm; BADESCU b 7heir' Afforney Patented Nov. 3, 1970 3,537,437

Sheet 2 019 lm/enfars: Angelo Marws PAUL, Ana PAUL Alexonoim Mm: BADESCUb m 0 m fheir' Afferney Patented Nov. 3, 1970 lnvenmm: Angelo MGIIUSPAUL,Am PAUL Alexoadru Mm: @ADESCU Meir- Afforney Patented Nov. 3,1970 I3,537,437

Sheet 1 ore Angelo Mon-ms PAUL, Ana PAUL Alexqnolr'u Mfl'u BADESCU v AM11460 0.

five/r- AHOrney Patented Nov. 3, 1970 Sheet 5 F/ga lnvenfars: AngeloMarws PAUL, Ana PAUL Alexandr; MaTQ BADESCZU v.-mwo

wheir' Afiomey Patented Nov. 3, 1970 I 3,537,437

SheetiofQ lnvenfars: Angelo Mam/s. PAUL, Ana PAUL Alexandru M'a'iuBADESCU b um 0. Mew fheir Affor'ney Patented Nov. 3, 1970 v 3,537,437

Sheet Q of 9 Inventors:

Angelo Marsus PAUL, Ana PAUL.

Patented Nov. 3, 1970 3 3,537,437

Sheet g of 9 In venims: Angelo Menus PAUL,Ana PAUL NXandru MiTu BADESQUb UM. Mel?" Affor'ney Patented Nov. 3, 1970 3,537,437

Sheet 9 019 lnvem'ors: Angelo Menus PAUL, Ana PAUL, Alexcndru MIT.)BADESC'U fheir ATTorney INTERNAL COMBUSTION ENGINE WITH PERMANENTDYNAMIC BALANCE This application constitutes a continuation ofapplicants earlier US. Pat. application Ser. No. 475,484, filed on July28, 1965 now abandoned.

The object of the invention is an internal combustion engine, having inits design a new mechanism which converts the movement of translation ina movement of rotation, by means of which one can achieve a permanentdynamic balance of normal and inertia forces, provided with a newscavenging system of the flue gases which avoids losses of fresh gasestogether with the flue gases in the scavenging process of the two-strokecarburator engine, having the possibility of supercharging when usedwith the four-stroke engine, the adjusting of supercharging degree, thatis the load with maximum combustion pressure, the achieving a method ofcontrolled combustion in the case of carburator engine as well as theinjection engine and a new sealing method of the pistons in highpressure conditions.

In the field of two-and four-stroke internal combustion engine, thereare known two ways of taking over the normal force which occurs due toconnecting rod inclination and oscillation with regard to cylinder axis.

The piston itself delivers the normal force to the cylinder firstthrough the inner part of its liner and then by means of the crossheadwith the engines having shank and crosshead sliding between two slidingbars.

Both types of engines have the disadvantage of taking over the normalforce by friction of linear and alternative sliding which due to lowspecific allowable pressures between the contact surfaces is limitingthe maximum combustion pressure and consequently the energy capacity ofthe unit.

The single cylinder as a functional unit is not possible to be balanced.

The scavenging of combustion gases in two-stroke engines with carburatoris obtained with mixed gas (petrol-air mixture), supplied by thescavenging pump, evacuating during this process at the same time withthe combustion gases a part' of the mixed gas, which represents a lossof fuel proportional with the engine capacity.

The four-stroke engine supercharging needs special set apart from theengine.

The maximum combustion pressure varies with the supercharging degree(variation of inlet and compression pressure at constant compressionratio), a fact which lowers the economy of the engine at partial loads;the compression ratio of supercharged engines is chosen to be lower asthe su percharging degree is higher, a thing which determines that atlow loads (low inlet pressures) the compression and the combustionpressure may diminish substantially in relation with pressurescorresponding to maximum loads, consequently lowers also the economy.

The compression ratio is limited by the petrol detonation.

The air-petrol mixture is limited by the ignition possibility of thesparking plug. Thus the petrol octane index requires an absolute limitto the maximum value of the compression ratio, and the petrol-airmixtures cannot be ignited when they are either too high or too low.

In the case of the diesel cycle it was found that the short time whichassures the fuel on efficient combustion in the area around the upperdead point, is greatly influenced by the delay period of the firing andthe kinematics of the combustion process which at the increase ofrotation lengthens the expansion, thus lowering the performance of thecycle. v

The normal sealing method with free ring in the piston groove, permitsinfiltration the combustion gases in the rear of the compression ringsand the increase of the friction pressure between the ring and cylinder;the axial clearance of the rings causes the oil to be pumped towards thecombustion chamber promoting the coaking of the rings and increase inoil consumption.

The new internal combustion engine in' a permanent balance, according tothe invention, avoids the above disadvantages. It eliminates the normalforce which occurs with the known engines between the piston andcylinder, that is between the crosshead and the sliding bar, by thehinged coupling of the upper ends of the connecting rods by means of astrap guided by rollers or bumpers, tangential with two guiding ways,which form together with-the pistons rods a jointed mechanism whichactuates two synchronised crosshead mechanisms coupled oppositely.

The new scavenging system avoids the losses of fresh gas mixturetogether with the combustion gases, during the exhaust process, by thefact that the scavenging is obtained in two flows, the first oneconsisting of clear air which cleans the flue gases and the second onewith fresh mixture, the latter one being prevented to come into contactwith the combustion gases. This is obtained by means of the twocompression spaces intended to discharge from one of them clear air andthe second one high petrol-air mixture-which exist at the bottom of thepistons.

The new air supercharging system in three stages, corresponding to thefour-stroke engine operation, permits the obtaining of the naturalinlet, double and treble chargingthese two last ones forming thesupercharging systems, due to the possibility of independent operationof the compressing spaces (behind the pistons) from the power space infront of the pistons.

The variation in steps or continuous of the combustion chamber volume,depending on the supercharging degree (inlet pressure) and load permitsthe compression and combustion pressure to be constant (a constantthermodynamic ratio) in all regimes, improves the outputs also atpartial loads.

The new combustion method available with carburator engines avoids thedetonation and increases the field of using the low mixtures (at 1,6 2).

At the same time it permits the increase of the compression ratio forthe following reasons:

At maximum power rate pure air is admitted in one of the adjacentcylinders and to the second cylinder a rich mixture below the flashpoint (a 0,6), which at the end of compression is mixed in the commoncombustion chamber, controlled by the tubular slide valve, which is shutduring the inlet, compression and exhaust phases, opening only at theend of compression phase and beginning of expansion phase.

In the common combustion chamber limited by the tubular slide valve,there are residual hot gases from the preceding cycle at a pressureequal to the compression or somewhat below it, but a temperature muchhigher than that at the end of compression; this causes in the moment ofspace uniting, the fresh air and the rich mixture to be injected fromthe respective cylinders into the common chamber-following twotangential directions given by two corresponding slots provided on thecylinder head bottom surface.

In this process of double mixing-pure air with rich mixture and with hotresidual gases a progressive combustion takes place controlled by theprocess of feeding the common chamber with air and mixture-produced bythe pistons traveling towards the upper dead point.

As the compression of the pure air and rich mixture are separatelyone-(below the flash point)the compression ratio which can be obtainedore much higher than those obtained today with the carburator engine.

At partial loads (economical) in both cylinders or only in a single onea low mixture allowed to enter which gets heated due to compression butcannot ignite with a sparking plug.

The ignition is obtained at the end of the compression cycle when thespaces become united, lean gas mixture is mixed with the residual gas ofhigh temperature producing the selfignition of the mixture and theprogressive burning which takes place as the content of the cylinders isinjected into the united combustion chamber.

The starting is assured by an incandescent sparking plug locatedexcentrically in the united combustion chamber which stops operating asthe combustion cycles are obtained, which will store the hot residualgases in the united combustion chamber.

In the case that in addition to the incandescence plug a centricinjector is installed, then is possible to be obtained the fuelcombustion any time or even continuously in the combustion chamber whichis separated from the rest of the working space-which assures anequivalent of 700 crankshaft revolution at the disposal of the fuel forvaporization and preparation.

The fuel injection takes place in a space full of flue gases, and thevaporization and superheating time is approximately equal to thefour-stroke of the diesel cycle.

In view of this fact, the idea of delay in ignition-that is the idea offuel grade makes no sense, the use of any fuel oil being possible. Whenthe combustion chamber is joining the two cylinders, the quantity ofpure air which is delivered to the combustion chamber provides aprogressive combustion, accurately controlled by its discharging processof the pistons which are approaching the top dead joint.

The tangential penetration of the air in the chamber assures an intenseturbulence which provides within the chamber a good mixture of gases andpure air.

The new type of scaling for the high-pressure cylinders eliminates thepossibility of the gases to infiltrate behind the rings, maintaining apermanent contact with the top of the rings grooves in the piston. Thegroup of the three rings have the slits staggered, there is nopossibility of flow for gases or oil.

We give below one example of the present application of the invention,according to the illustrated FIGS:

FIG. 1 illustrates schematically a driving mechanism in permanentdynamic balance, actuated by a double cylinder;

FIG. 2 illustrates schematically a driving mechanism in permanentbalance actuated by a monocylinder with differential piston;

FIGS. 3 and 4 are schematic sideand front-elevational views of a drivingmechanism in permanent dynamic balance with opposite pistons in amonocylinder (two views);

FIG. 5 is a partial schematic elevation of an internal conbustion,two-stroke engine in permanent dynamic balance with carburator, having adouble-flux scavenging through outlets; I

FIG. 6 is a partial schematic elevation of an internal combustiontwo-stroke engine in permanent dynamic balance with carburator, having adouble flux scavenging through the inlets and exhaust valves;

FIG. 7 is a schematic partial elevation of an internal combustionfour-stroke engine in permanent dynamic balance, diesel cycle,supercharged in three steps (longitudinal sections);

FIG. 8 is a cross-sectional view along the line shown by arrows in FIG.7;

FIG. 9 is a sectional plan view through the common and supplimentarycombustion chamber of the four-stroke engine illustrated in FIGS. 7 and8;

FIG. 10 is a distribution diagram of the treble supercharging phase;

FIG. 11 shows external characteristics of the three feeding rates;

FIG. 12 is a schematic partial elevational view of the internalcombustion four-stroke engine in permanent dynamic balance withcarburator or injection and with controlled ignition and combustion(longitudinal section);

FIG. 13 is a plan sectional view of separable common combustion chamberof the engine illustrated in FIG. 12;

FIG. 14 is a cross-sectional view of the valve actuator and combustionchamber slide valve;

FIG. 15 is an enlarged detail view of separable united combustionchamber;

FIG. 16 is a schematic side-elevational view of the sealing system forhigh pressuresin a piston cylinder.

According to the invention the driving mechanism in permanent dynamicbalance in accordance with this invention, actuated by a double cylinderas shown in FIG. 1, consists of a double cylindrical block 1 havingpistons 2, actuated from the common combustion chamber 3 which transmitsthe force P to the rods 4, connecting rods 5, their top heads beingconnected by strap 6, the crankshafts 7 are synchronized bysynchronizing wheels 9 having a common sump 9.

According to the invention the driving mechanism in permanent dynamicbalance actuated by a monocylinder with differential piston, as shown inFIG. 2, has the same components.

According to the invention, the driving mechanism in permanent dynamicbalance with opposite pistons in a monocylinder, as shown in FIGS. 3 and4, consists of the same components as in FIGS. 1 and 2, in additionhaving a synchronizing mechanism of the opposite pistons consisting ofauxiliary connecting rods 10 and rockers 11 with a fixed scavengingpoint in 12, the rods being sealed and guided in the stuffing boxes 13.

According to the invention the internal combustion twostroke engine inpermanent dynamic balance with carburator having a double-fluxscavenging through outlets, as shown in FIG. 5, consists of the drivingmechanism described in FIG. 1, where the double cylindrical block of thecylinders are provided with exhaust openings 14 scavenging openings 15connected by ducts 16 to the pure-air compressor 17, to the scavengingopenings of the rich-mixture compressor 19; the

inlet is controlled by the sliding valves 20 and the rich mixture v isdelivered by the carburator 21.

According to the invention the two-stroke internal combustion engine inpermanent dynamic balance with carburator, having a double-fluxscavenging through the inlets and exhaust valves, consists of the samedriving mechanism as shown in FIG. 1, with the specification that bothcylinders from the double-cylinder block are provided with orifices forscavenging the pure air 15 and the mixture 18, the respectivecompressors 17 and 19 (for air and rich mixture) controlled by therotating valves 20 which act also as camshaft bearing by means of whichthe exhaust valves are controlled 22.

According to the invention the internal combustion fourstroke engine inpermanent dynamic balance, diesel cycle, supercharged in three stagesaccording to FIGS. 7, 8 and 9 consists of the driving mechanismdescribed in FIG. 1 having in addition the distribution through theexhaust valves 22, inlet valves 23, rotating valve-camshaft-bearing 25,buffer tubes 26, pressure discharge valves 27 and the communicatinggrooves 28; the supplementary chamber 29 with a variable volume due tothe piston 30 adjusted from the load governor of the injection pump bythe lever 31.

FIG. 10 shows the distribution diagram for operating with treblesupercharging regime, consisting of the natural inlet phase (a+/3) andblast phase of two charges (7) delivered by the compressor behind thepistons.

FIG. 11 shows the three outside features corresponding to the threefeeding phases.

According to the invention the internal combustion fourstroke engine inpermanent dynamic balance with carburator and controlled ignition andcombustion (longitudinal section) as in FIGS. 12, 13, 14 and 15,consists of the cylindrical block 1 which contains the pistons 2 whichactuates the same driving mechanism described in FIG. 1, having inaddition the turbulent combustion chamber 3'for both the cylinders,provided with the carburator 21 and intake valves 22 and 23 driven bythe camshaft 25 which transmits the motion to the sliding block 32 whichby means of rods 33 and 34 drive the rocker lever 34 of the combustionchamber sliding valve 36 as well as the rocker lever 35; the combustionchamber sliding valve 36 is loaded by the spring 37 which is resting onthe combustion chamber flange plate 38 which in turn is resting on thecylinder head cover 39; the combustion chamber slide valve 36 is restingon the heat resisting steel seat; the tangential grooves 41 extend alongthe lower surface of the engine cylinder head.

The tubular slide valve of the combustion chamber is sealed from outsideand inside by rings 42 and, the original ignition being provided by theincandescent sparking plug 44.

According to the invention, the piston sealing system at high pressureas shown in FIG. 16, consists of identical compression rings 45 havingthe slits staggered at 180, the radial expander 46 with the slit not tocoincide with the other two on the compression rings, the axial expander47 which has a sinusoidal shape; the piston interior is provided withoil-purging ports 48.

The operation of the internal combustion engine in permanent dynamicbalance shown in FIG. 1, is assured by the fact that the identicalpressures caused by the uniting of the working spaces of the twocylinders which are traveling through the same cycle produce theidentical force P on the pistons 2 which drive through rods 4 theconnecting rods 5.

The decomposition of force P in two directions one along the connectingrod axis 5 and the second along the connecting strap axis 6simultaneosly in both crank-cross head mechanism, the shafts 7 of whichare coupled by end gearings 8 in 1:1 ratio of phase permanentopposition, results that the energy distribution in all points of thesystem be identical and in permanent reciprocal opposition, whichproduces a permanent dynamic balance of the two mechanisms.

The normal forces N which occur in the connecting strap 6 arepermanently equal and of opposite sense, a fact which stresses the strapinv tension, or in compression respectively. This arrangement avoids thenormal forces that occur during the working stroke of the connecting rodbe transmitted outside.

The inertia horizontal force components are naturally balanced due tosymmetrical osscillation and in permanent phase opposition of the twomechanisms.

The vertical components of the inertia force of the first order are alsobalanced, by the driving mechanism which, being provided withcounterweights on the counterrotating shafts, become automaticallydynamic balancers of the first order.

In the case of FIG. 2 the situation is the same, adding the remark thatthe differential pistons system acts also as connecting strap for thetwo driving mechanisms.

The operation of the internal combustion engine with permanent dynamicbalance with opposed pistons shown in FIGS. 3 and 4, is assured by theidentical forces which press the two opposed pistons, thus beingsynchronized by rods 4 auxiliary connecting rods 10 and rockers 11centered in the oscillation point 12, which in this way become amechanical system in permanent dynamic balance with accurate identity ofthe forces which occur in all the points of the system.

The useful work of the resultant forces act on the two mechanismscrank-and crosshead which are also identical and hence in permanentdynamic balance.

The engine unit shown in FIGS. 3 and 4 form a system in perfect andpermanent dynamic balance without forces and free from inertia moments.

The two-stroke internal combustion engine with permanent dynamic balancewith carburator and a double-flux scavenging, according to FIG. 9(outlets with interrupted line) respectively FIG ..5 and 6, operates asfollows:

The engine spaces are connected by the common combustion chamber 3, thespaces from behind the pistons are used to deliver to one of them freshair and the other rich mixture (air petrol) absorption from carburator21.

In the expansion phase, the piston which controls the exhaust opens theexhaust outlets for flue gases, further the piston which controls thescavenging opens first the fresh-air inlets 15 supplied through thegroove 16 by the compressor 17 then are opened the inlets 18, for richmixture (air-I-petrol) supplied by compressor 19 thus obtaining theevacuation of flue gases by fresh air, avoiding the contact between theold flue gases and the new carbur'ated gases (air petrol mixture). Thefirst part of the scavenging process (freshair delivery under pressure)reproduces the identical scavenging conditions as with the two-strokediesel engine, consequently without fuel losses involved with theexhaustion of flue gases.

In the case of the designs shown in FIGS. 3, 4 and 5 the pistonsthemselves control the exhaust as well as the scavenging, thedistribution diagram being symmetrical.

i In the case of the version shown in FIG. 6 the evacuation is governedby valves 22 by which one achieves asymmetrical distribution diagrams.

The control slide valves of the inlet permit the inlet process to takeplace along the whole distance of 180 due to this phase in thecompressors from the lower surface of the pistons.

The internal combustion four-stroke engine in permanent dynamic balance,diesel cycle supercharged in three steps, according to FIGS. 7, 8, 9, l0and 11 is operating as follows:

1 Normal feeding condition;

The slide valve 24 is fastened in the position drawn in FIG. 7 whichassures the connection between the driving space and atmospheresimultaneously with the isolation-of compressor delivery; thedecompressing valve 24 is lifted from its seat eliminating thus thecompressor behind the pistons.

The four-stroke diesel cycle is achieved in conditions of a direct airsuction from the atmosphere which can be expressed by the feature N,(FIG. 11).

2. Double feeding condition. V

The slide valve 24 is rotating by 180 against the former position-thusproviding the connection between the compressors' delivery and drivingspaces inlet; the valve 24 is returned on its seat, cutting thus theconnection with atmosphere, and providing in this way the working of thecompressors.

By the fact that the driving cycle has four strokes, hence a singleinlet stroke, at the same time the compressor cycle having two strokes,producing in the same period two complete compressor cycles hence twodeliverings under pressure, one can achieve thesupercharging of thedriving space with approximately two equivalent charges of naturalsuction-co- 1 nsequently supercharging.

As to this increased quantity of air is corresponding an increasedquantity of fuel, the position of the injection pump rack will bedifferent in agreement with the new regime-a fact which will influencethe position of lever 31 which will shift the piston 30 which will causethe increase of the supplementary chamber volume. This will provide thesame compression pressure in supercharging and normal admissionconditions. The combustion will then result at the same maximum pressurein both conditions.

The result is that the engine's power increases having the externalfeature N without causing the maximum stress in the parts-however theaverage stress increases according to the new conditions.

,3. Treble feeding condition.

The slide valve is connected kinematically with the camshaft 25 so thatduring the time of normal inlet (which lasts at +13 according to FIG.10) the driving space is connected with the atmosphere. At the beginningof the period (-y) the connection with the atmosphere is changed over tothe buffer ducts 26, where the two charges delivered by the compressorsbehind the pistons are stored, blasting this quan tity of air to thattaken normally from the atmosphere. In this way, the equivalent of threevolumes admitted from the atmosphere is provided.

The new increase in the air quantity will correspond to another positionfor the injection pump rack, that is with an increase in the quantity ofthe injected fuel and with another increasing variation of thesupplementary chamber volume, which maintains constant the compressionand combustion pressure. The result is a new increase in power (theexternal feature N without the equivalent increase of maximum stress inthe motor parts.

The combustion process is ensured by the common combustion chamber 3 oftorodial shape provided with connecting grooves inclined on thedirection of V- and T-arrows, establishing thus a double vortex motionof the air which comes from the cylinder; the resultant R producing atwisting motion of a spiral on the torus--which assures one intimatemixture between the injected fuel and the blast air. The combustiondone, the pressure in the chamber increases and rejects the gasesincompletely burnt in the chambers formed by the pistons recessesaccording to a direction tangential to the cylinder, causing thus a newplane vortex motion which provides a new mixture of the incomplete burntgases and the air from the cylinder.

This treble vortex motion allows the use of a minimum excess ofcombustion air and an excellent insensitiveness to the grade of the usedfuel.

The combustion engine in permanent dynamic balance, with carburator orinjection having a controlled ignition and combustion, as shown in FIGS.l2, l3, l4 and 15, operates as follows:

in the case it operates with carburator, one admits in a cylinder freshair or very lean mixture and in the second cylinder very rich mixture.The lean mixture as well as the rich mixture are placed out of thepossible combustion interval of the respective mixture.

In the two cylinders takes place the compression separately- -towardsthe end of the compression the combustion chamber slide valve 36 isopening allowing the blasting of the fresh air through the tangentialgrooves 41 of the fresh air in a cylinder and of rich mixture in thesecond cylinder in the common combustion chamber which contains fluegases at a pressure equi alent or somewhat lower than the compressedgases.

It results adouble mixing of the air with the rich mixture and the hightemperature flue gasesa fact which leads to the establishing of an airfuel ratio which can ignite and burn properly.

The presence of hot residual gases and at pressure near to that of thecompression, provides a superheating of the new mixture and a safeignition.

As the mixing process is determined by the discharge of the air andmixture by the stroke of the pistons towards the upper dead point, thecombustion process is performed at the rate and dynamics required by thedischarging conditions.

It results that the combustion rate is in permanent relation with theengine revolution and the process controlled without having thepossibility to operate independently.

In the case of operation with injection-in both cylinders is admittedfresh air In the combustion chamber separated by the two cylinders thefuel is injected in the atmosphere of residual flue gases of hightemperature with a lead which can reach of650700 crankshaft revolution.

In this period which is equivalent with the period of the four-strokecycle occurs the process of heating, vaporization and preparation ofsuperheated fuel vapors and residual gases.

When the combustion chamber slide valve opens, the compressed and heatedair is blast in the common combustion chamber and as it mixes with thefresh air the burning proceeds, the rate of which is determined only bythe fresh-air blasting process.

Since the time of fuel preparation and the thermal conditions underwhich this process is fulfilled are good the delay in ignition does notexist as phenomenon and idea.

Under these conditions the engine can run with liquid or gaseous fuel,especially those which have a good resistance to ignition (heavy oil,low cetane number etc.

The slide valve adjustment 36 is performed by the engine camshaft whichtransmits the lifting motion to the rocker lever 34 against the spring(37) which is resting on the combustion chamber ceiling plate 38.

By the rings 42 and 43 the combustion chamber slide valve sealing issecured, and the heat-resisting steel plate has the role of warm wall onthe combustion chamber, on its surface being injected the sprayed fuel.

The performance of the sealing system at high pressure reduces itself tothe condition that the axial force of expander 47 may assure a permanentcontact of the package rings 45 and 47 with the upper part of thegrooves of the piston ring. Under this conditions all the flowinterstices became annihilated, hence a perfect tightness is obtained,for gases as well as for oil and at the same time the impossibility toform gas pressure behind the ring-proportional with the chamber pressurewhich is the major source of losses through friction and of excessivewear. The alternative movement of the rings in the corresponding groovesbeing eliminated, it is impossible for the hot gases and oil to comeinto contact and consequently an impossibility of coking regardless ofthe engine thermal working conditions. Moreover there is an improvementof heat transfer conditions from the pistons to the rings by maintaininga permanent contact between the ring and piston which takes place onclean surfaces without coke. The oil gathered by the rings return to thesump through the ports 48.

The advantages of the new engine are:

The complete canceling of the normal force which is not taken up byspecific pressure of the contact between the piston and cylinderallowing the increasing of the combusiton maximum pressures (up to over300 atm.) by increasing the compression ratio and degree ofsupercharging.

The same effect is obtained by eliminating the gas pressures from behindthe rings.

Eliminating the ovalization of the cylinder and piston ovalization,hence increasing of service life.

Increase in mechanical efficiency, due to the absence of frictionbetween piston and cylinder, also decrease of that between the rings andcylinder.

Excellent dynamic balance in the case of the variants shown in FIGS. 1and 2 where all the horizontal inertia forces are eliminated and alsothe vertical forces of the first degree.

Absolute dynamic balance in the case of the variant shown in FIGS. 3 and4, where all the inertia forces of all degrees from 1 to are perfectlybalanced.

The obtaining of the double-flux scavenging (fresh air and mixture)without being necessary for this purpose, two specialcompressors-eliminates the losses of mixtures at the same time with theflue gases-simultaneously with the engine becoming simpler by theelimination of compressors apart from the engine.

The performance of four-stroke diesel engine with the load adjustment,respectively the supercharging degree, with maximum combustion pressureof cycle is highly profitable in all working beginning with the reducedspeed to the maximum load.

The possibility of operating in three supercharging conditions, togetherwith that of high admissible pressures for the thermal cycle give veryhigh output per litre of the unit.

The toroidal combustion chamber with double vortex makes possible theoperation with minimum air fuel ratio,

The three external features of power revolution for each double cylindergives the unit the flexibility of adapting it to the requirements of thedriving clutch similar to that rendered by the electromagneticalconverters and as a matter of fact eliminates the gear box.

In the case of thermal cycle with adjusted combustion (H0. 12) withcarburator, the detonation is eliminated as the 'compression ratioincreases much above the present limits at the same time with thepossibility of operation with partial regimes with finally very leanmixtures of air-fuel.

ln the case of thermal cycle with adjusted combustion and the injectionof fuel in the separable combustion chamberpermits the preparation ofany fuel-no matter how heavy, having at its disposal a time equal withthe four-stroke thermal cycle itself (700-720") and the obtaining of acombustion process accurately controlled and governed by the compressedair injection speed in the separable chamber, at the same time with thepossibility of operation with a minimum excess of air fuel in maximumload condition or with very low mixtures at low loads-hence a highrentability.

The proper combustion begins when the separable chambers join thecylinder.

The beginning of the combustion concurs with the beginning of compressedair injection and lasts all along the injection time, that is until thepiston reaches the upper dead point. Due to this fact, in the expansionperiod, the retarded combustion does not any longer take place.

The reason of this is that the whole quantity of airis forced to mixwith the prepared fuel (vaporized andsupercharged) in optimumthermodynamical conditions, namely at maximum temperatures andpressures.

The above elements lead to the following advantages:

Increasing of mechanical efficiency by eliminating the normal force anddecreasing of ring friction.

increase of indicated efficiency by the possibility to increase tomaximum the cycle pressure and the compression and supercharging ratios.

The use of toroidal chamber with double vortex or of the separablechamber with adjusted combustion result in effective efficiencies andoutput per litre which up to now'were not reached by any thermodynamicalunit-which have as direct effect a very low specific fuel consumption.

The permanent agreement between the load and the maximum pressure, byvarying the combustion chamber volume and constant maintenance of themaximum'pressure, that is of that of the compression, assures economicaloperation conditions also in the period when it works at reduced load.

Its ability of operating with any grade of fuel without detonation orretarded ignition, beginning with petrol and finishing with residualheavy oil in conditions of controlled combustion, gives to the new motora versatile use and maximum economy.

We claim: 1

1. In an internal combustion engine, piston means including a pair ofpiston rods symmetrically arranged with respect to a given axis in apair of piston cylinders disposed in said internal combustion engine andbeing at all times equidistant from said given axis, a transverseconnecting strap extending between and interconnecting said rods, guidemeans coacting with said strap for guiding the latter for movement inthe direction of movement of said piston rods, a pair of identical andopposed synchronously operating crank means geared to each otherpivotally connected to said strap and adapted to reciprocate said pistonmeans, and passage-defining means defining passages for a combustiblemixture in communication with said pair of piston cylinders, saidpassages coacting with opposed ends of said piston means for achievingfluid flow which includes compression of the fluid in both directions ofreciprocation of said piston means.

2. The combination of claim l and wherein said engine is a two-strokeengine having a carburator, and said passage-defining means coactingwith both ends of said piston means for providing scavenging by way of apair of fluid-flow paths one of which accommodates fresh air and theother of which accommodates a fuel-air mixture.

3. The combination of claim 1 and wherein said engine is a four-strokeengine while said passage-defining means coacts with one end of saidpiston means to provide for compression,

combustion, and exhaust of a fuel-air mixture, and said passage-definingmeans coacting with the other end of said piston means to provide forsupercharging.

4. The combination of claim 1 and wherein said piston means is adifferential piston and said rods are connected by said crank means inopposition.

5. The combination of claim 1 and wherein said piston means includes adifferential piston composed of a pair of piston portions situated in acommon cylinder and movable in opposition toward and away from eachother, said passagedefining means coacting with the space between saidpiston portions.

6. The combination of claim 2 and wherein said piston means coacts withports forming part of said passage-defining means, and all of thecompression and fluid flow within the engine being derived solely frommovement of said piston means.

7. The combination of claim 6 and wherein said piston means includes apair of pistons situated in side-by-side relation, a pair of cylindersrespectively accommodating said pistons and communicating with saidpassage-defining means, the latter including a combustion chambercoacting with ends of both of said pistons and valve means coacting withsaid pistons and one group of said ports of said passage-defining meansfor providing scavenging, said passage-defining means directing air tobe compressed by ends of said pistons which are opposed to and directedaway from said combustion chamber.

8. The combination of claim 3 and wherein said pistons means includes apair of 'pistons, a pair of cylinders in which said pistons areaccommodated, said passage-defining means providing combustion chamberscoacting with said pair of pistons at one of. the ends thereof, and saidpassagedefining means providing passages communicating with the opposedends of said pistons for achieving a supercharging compression by way ofthe movement of the latter opposed ends.

9. The combination of claim 8 and wherein an inlet valve means coactswith said combustion chambers for admitting air into the latter, andcontrol valve means for providing in predetermined positions of thelatter communication between the combustion chambers and the spaces atthat side of said piston opposed to said combustion chambers, toincrease the supply of air to said combustion chambers, thus achievingthe supercharging action.

10. The combination of claim 9 and wherein an additional suction inletforms part of said passage-defining means for further increasing the airsuction directly from the atmosphere so as to further increase the airby approximately three times the quantity consumed when said controlvalve means is closed and said additional suction inlet is closed whilewhen said additional suction inlet is closed and said control valvemeans is open the quantity of air supplied through said inlet valvemeans'is approximately doubled.

I 11. The combination of claim 10 and wherein a volumecontrol meanscoacts with said passage-defining means to adjust the combustion chambervolume'to a value which will maintain compression at a constant leveland which will achieve combustion at any load and at any degree of supercharging.

12. The combinationof claim 11 and wherein said combustion chambersarecombined and consist of at 'least two spaces oneof which has a constantvolume and torus-shaped configuration for providing turbulence, saidpassage-defining means providing for admission of air along tangents tosaid torus-shaped turbulence chamber, and the other of said spaceshaving a variable volume and configuration and acting as an airaccumulator, said volume-control means including a movable piston forvarying the volume, an injection pump for supplying fuel, and amechanical transmission between said injection pump andvolume-controlling piston for positioning the latter in accordance withthe operation of said injection pump, maintaining turbulence in saidtorus-shaped turbulence chamber during combustion and expansion throughflow of fluid in the variable volume chamber to provide approximatelystoichiometric combustion conditions.

13. The combination of claim 1 and wherein said passagedefining meansincludes a volume-regulating means coacting with said piston means forselectively reducing the volume of a combustion chamber thus enablingsaid piston means to act on a small quantity of combustible mixtureathigh temperatures, said volume regulating means acting during theexpansion stroke of said'piston to provide a predetermined lead ofadmission of fuel-air mixture.

14. The combination of claim 10 and wherein said passagedefining meansincludes an air inlet for independent admission of fresh air and of afuel-air mixture enriched above the admission limit, saidpassage-defining means coacting with said piston means for providingseparate compression of said fresh air and of said enriched mixture andthen interconnecting spaces in which the fresh air and enriched mixturesare separately compressed, achieving a combustion dependent upondisplacement of said piston means for automatically adjusting thecombustion to the engine speed.

15. The combination of claim 14 and wherein a valve means coacts withthe spaces in which said fresh air and enriched mixture are separatelycompressed while maintaining for both pistons in the cylinders in whichthey reciprocate identical compression ratios with identical combustionand expansion simultaneously in both cylinders up to the moment whensaid valve means closes.

16. The combination of claim 1 and wherein said piston means has anexterior groove-receiving a pair of piston rings ally expanding thelatter assunng compression and lubrication without sacrificing gastightness.

